Power-producing system



Aug. 26, 1930. B. SCHOTTELlUS' 1,774,293

POWER PRODUCING SYSTEM Filed March 16, 1 927 4 Sheets-Shet 1 BVB. JcAoZZeZduJ Aug. 26, 1930. B. SCHOTTELIUS POWER PRODUCING SYSTEM Filed March 16, 1921' 4 Sheets-Sheet 2 INVENTD P B. JcZoZZeZzlus Aug. 26, 1930. a. SCHO'TTEILIUS 1,774,293

POWER PRODUC ING SYSTEM Filed March 16, 192'7 4 Sheets-Sheet 3 N E g m N 3 "llllzlrlll" rm N EV.

g- 26, 1930- B. SCHOTTELIUS POWER PRODUCING SYSTEM Filed March 16. 192:7

4 Sheets-Sheet 4 Lil .1

lT aQF b 7 v w v |N\/ENTEIR B. JcAoZZeZZuJ i 7A DRNEY- Patented Aug. [26, 1930' accumulator (being provided ins-aid first-V to be completely shut off from the. cycle cumulators branch off from the cycle'piping, by the ,aid of wh ch means the pipes which pending to the steadily increasing load of the steam'engine.

' In orderto have the'operating lever sys '0 tem'as simple and close as possible, all mem PATEL BERNI-IARD' sonowntlus.onnussntnonr, GERMANY, ASSIGNOR To; RHEINISCHE METALLNAAREN- mm- MASCHINENFABRIK, or DUSSELDORF-DERENDORE eEa- I MANY, A CORPORATION or ERMANY" rowan-PRODUCING SYSTEM Application filed each 16,'1827, Seria1 No.

' The invention relates to power producing systems which comprise a power, delivering steam engine, a compressor adapted to re compress the exhaust steam oi" the steam engine, an internal combustion enginewhich drives saidcompressor, and a pipe connect 1 g said compressor with the steamengine to supply steam to the latter and leading from the steam engine to the compressor to supply. the exhaust steam of the steam englne tothe latter, a' high pressure heat named pipesection and a low pressure heat accumulator insaid lastn'amed pipe section. 1 lVith the different conditions of operation of the system the accumulators either have formed by said pipe or have to be in communication by their inlet'and exit pipe, respectively, with the steam engine or the compressor or with botlrthese engines. Shutofi means must therefore beprovidedatthe points where the pipes leading to the acare necessary can be connected up onother pipes which at that time are not used can be shut off.

Y ow my present invention has reference tov the 'partlcular construct on, arrangement and mode of connec ion of these controlling means and consists snbsta'ntiallyin the fact that these means arepositively actuated by means of a common manipulative lever system in such a manner that the accumulators are [connected with the steam cycle in'the manner required for the condition of the prevailing service. v

in order to provideior a perfect operationof the control of the installation, an operating handle is connectedtogetner w th the valve control mechanisms by means of a common device in such a way that when the operating handle 'is noved'from the zero position, the valve members will one after the other be brought into positions corres- J thelow'er part," and:

Figs. l2"and"13 are 175,828, and iii-Germany December 21,1925.

here to be operatedare, put together as closely as possible. These members are subdividedso as to form two groups one of which comprises the control .members al lottedto the high pressureheat accumulator Both said a common operating member (pull r0 shaft) actuated from the drivers cabin for instance of a locomotive.

The control members have to be fre quently thrown over during service. In order to have, in so doing as small frictional reslstances as possible, an adequate balancing of these members is provided for.

In order to allowof my invention to be more easily understood, a preferred embodl nient ofsame is illustrated by way of example in the drawings which accompany andv form part of this specification. In these drawings;

F ig. l is a diagrammatic View of the'en-f tire system; i

Fig. 2 is a longitudinal section of one of.

the valves 6 or 'i of Fig.1,

Fig. 3 is a top view of the valve,

, Fig. lis a cross section on line 1-1 of Fig. 2,-

-Fig. 5lis a cross section on line 2-2 of Fig. 2,

Fig. 0 1s a cross section on line 3-3 of Fig. 2, I p i Fig. 7 is a cross section on line 4& of Fig.2, v p Fig. 8 is a cross section on line 5 5.of Fig.2, v

Fig. 8a is asectional View of a detail of thev'alve, A V 1 Fig. -9 is a cross section on line:6'-6 of Fig.2 1

' Fig. lO is an end View the valve of Fig. 2, p

Fig. 11 is "a development of the slide in the upper 'part and the face of the slide in detail views partly in section 'of'tlie control mechanism.

partly in section of low pressure accunuilator 711 will be connect- The compressor l) driven by the Diesel engine a, see Fig. l, compresses the steam supplied to it from the low pressure pipe and delivers it in highly compressed condition to the high pressure pipe (Z and through the group of valves 0 to pipe from where the steam arrives in the steam engine g. After having worked and expanded in en-' gine g the steam flows through pipe 71., group of valve 6 and pipe 0 back to the compressor o. The low pressure accumulator la and the high pressure accumulator Z are connected to the piping system a, (Z, f,'7t by means of the inlet pipe A? and the draw oil pipe 13 by way of the valve group 2' and the inlet pipe Z and the draw off pipe Z by way of valve group 6 respectively.

The control members forming the groups e and 2' and by means of which the accumulators Z, and is are connected to the cycle piping in the manner just required or are shut oti' therefrom, are operated by the common pull rod or which in its turn is operated by means of an operating lover a d1sposed in the drivers cabin.

In starting the system when in a cold condition, it is first necessary to fill the pipes and accumulators with steam, which is accomplished by means of'a pipe in" having a valve 72 therein, which is preferably in communication with the pipe 0 of the low pressure accumulator 71. This construction is shown in Fig. 1. Yipe Z is in communication with any suitable steam boiler installation. The internal combustion engine a is now started, which sets the compressor 3) in operation and which will compress a part of the steam in the low pressure accumulator into the high pressure accumulator Z so that the high pressure accumulator will also be filled or supplied with steam. This condition of operation has the charactm'istic that the internal combustion engine and the compressor operate while the steam engine is inoperative. The valve elements are not only for filling or loading the high pressure a :cnmulator but also for umintaining' the system in the proper condition, when in operation, the internal combustion on 'ine is running and the steam engine is s ipped. In such a condition of oper tion, that is, in the condition of filling or standin still, the

ed by the pipe k to the high press cumulator (I by means of the pipe Z and pipes 0 ans (5 connected with the co; sor I). In such operative condition, the pip f and 7:, leading to t e steam engine, are closed from the remainii'ig system.

The object of the accumulators is to hold of? variations of power arising in the steam engine from the Diesel engine that introduces the energy in the system and is torun, in. its turn, as uniformly as possible with the power witl wl ich it operates with the most favorable elliciency. The compressor b is to deliver, it possible, always the same quantity of steam. For the operation of a steam engine having a varying output, however, a variable quantity oil steam is required. Three conditions of operation thus take place, viz. those in which the steam consumption of engine 9 is either smaller than or equal to or greater than the quantity of steam supplied by the compressor 5. These conditions are denoted in the following by underload, full load and overload.

With under-load the compressor 6 holds the quantity of steam required for operating engine g, in a permanent cycle. Beyond this as much more steam is delivered from the low pressure accumulator 7.1 to the high pressure accumulator Z and there stored up, as the power of the compressor 7) surpasses the consumption of the steam engine. In this condition of service the low pressure accumulator 7c and high pressure accumulator Z are to be connected with the cycle piping and thus with the compressor 7) and steam engine g through draw-ell pipe is and inlet pipe Z, respectively.

Vith full load the power of tne compressor b is equal to the steam consumption of engine 9. The accumulators in and. Z are therefore conveniently thrown out of operation.

lVith overload the compressor does not deliver as much steam as it required for the operation of steam engine r Complemental steam must therefore be supplied from the high pressure accumulator Z to steam engine g which is then stored up in the low pressure accmnulator. \Vith this condition of service, in contrad stinction to underload, the low pressure accumulator 7.; has to be connected through inlet pipe Zr, and the high pressure accumulator I through draw-oil pipe Z with the steam cycle and therewith with compressor 7) and steam engine g.

In braking the power system and recuperating the braking energy, the steam engine is reversed while running to opposite sense of rotation. The engine then act as compressor and must have supplied to it steam from the low n'cssinc acijauuulatm' Z: which is pressed by engine g into the hi gh pressure accuunlhitor i. F r this condition oi service that may be denoted by braking, the low pressure accumulator has to be connected through the draw-olt pipe and the high pressure accumulator through the inlet pipe to the steam engine. The pipes leading the compressor must be shut oil.

Figs. 2 to 13 illustrate one of the valve groups 2' or 0 shown (.iagrammatically in Fig. 1.

The pipe (Z connecting the pressure side oi the compressor 7) with the high pressure valve group e is joined. to the socket u of the" casin U, while the pipe; that leads to a the steam eng ne-9 1s oined to socket qr,

' inlet pipe Z of the higlrpressure accumulacasii'lg ll and "is tori is joined to socketu and draw-oil pipe Z to socket a An axially shiftable tubular piston valvevr isvada'pted'toglide in the shifted by'means of the main :pull 'rod' m "from the drivers cabin. The, socket a and 40* have mounted in them two valves lVand X 'whiclrcontrol the inlet pipe Z leadingto thea'ccumulator Z and the mediategears.

draw-oil pipe 1 respectively. These valves are actuated from' the pullrod' we by inter- 'The upper portion velopment'of the piston valve V and the lowerportion thereof shows that ofth'e corresponding slide face: The latterpossesses three slots u a Slot 1& leads to chain her if" toavhich the accumulator pipes Z and Rare connected; slots 11a and 14 lead to socket in of mlet-pipe 7 of the steam engine." YThepi'ston, valve Vlhas likewise three l ts t5, '0 11 .Slots" of valve and slide face, marked by similar indices coopcrate. Thewhole space of'piston valve V is divided by a partition 1;, see FiggflQ, vinto twochambers o and 41 Chamber 2: communicates with soeket'u and pipe d, lead ing to the compressor, ch'amber'o commun icates with space and' further'with the inlet pipe Z t the high pressure accumulator Z, if vnve w isopen, or with the draw-off pipe laifvalve X 'isope'n. The valve slots o Mandi 1}" open into the chamber .0 and slot o into' chamber In the developn'ient, upper portion, the partition- 1) is indicated by a dot and-dash'line. Topreventawarping'ofthe casing U due to different hea ing, the casing is provided with a heating jZIClIGtA'M l i In the form illustrated, the slide V "assumes a position in thehousing U so that the middle line; I of th'efslot in the slide will"coincideiivithlinel of the slide face. This position corresponds to the non-operative -position of the installation and all pipe connections Y are closed.

issofmov ed that the linel of theslidejv,

one after the other;coincidesiwith lines 2,

- 3', l-6of the housing U, then one alter the other the connecting pipes 'W-ill l e brought into communication, which correspondto the conditions'of operation such as," Fiillingj Partly charged, Normal charge, fiver I charge and Bi-alrii'q. Figs. 12 and l3'show' diagrammatically an enibodinjlent of the-means which operate he valves W and X; 1 I r The cam rods w and a are arranged in parallel to therod m of piston valve V and rigidly connected therewith so that theyv maybe shifted together with'rod m in the direction ofthe arrows'w and :0 p

rThe'fcam rod 20 andfthe spring 2111 101)- andwi Fig. 13.

o l l ig. llshows a de= If the slide 7 er-ate," by means of 5 the roller LO and the rods w, w and w, the valve W, Fig; 12,

and in the samemanner the valve X is operated by the cam rod 1: and the spring a) by means of the roller 03 and the rods 50, w

slide V in such a way that the middle line I of the slide slots corresponds with the lines 1, 2, 3-6 of the slide face, the points 1, 2, 36 of the cam rods 1/; and will be placed under the rollers w and 50 I When cam rod Q0 is in position 1,4 and 5', valve W is closed, when it is "in 'position 2, 3 and 6, valve W isopen. In position Z of the valves' thus'allpipes are shut oil (position of rest). In position 2 only pipe (Z leading frornthe compressor, is connected to the inlet pipe Z (filling) in po- Upon movement of the sition 3 all pipes are opened except the draw-oh? pipe of the'high pressure accumulator; (underl oady In position tonly the It is, however, to -be noted that at the low pressure valve group i an inlet pipe 0 of the accumulator is 1s connected to the pipe 7 leading from socket a and the outlet. pipe 7c to'the socket e, I

if; The inlet and outlet pipes are there This arrangement of the fore reversed. pipes ensures that one accumulator will be in communication withthe outlet pipes to the'steam installation and-the other iscoin 'nected'thereto by the inlet pipe;

to secureby Letters Patent, is: 1. A'power producing system comprising What I claim as myinvention anddesire asteam' engine, a compressor to l e-compress the exhaust steam of said engine, an'internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, ahigh pressure heat accumulator and a low pressure heat accumulator interposed, respectively, ln'said plpe sections, means for controlling passages establishing connections between said'accumul'ators and said steam engine and compressor, and a common actuating means for-said controlling means to change the connections between theaccumulators,

the steam engine, and the compressor so that the system may carry out a non-operating, filhng, charging orlbraking requirement.-

21A power producing system comprising" a steam engine, a compressor to re-compress the exhaust steam of said engine, an internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, a high pressure heat accumulator and a low pressure heat accumulator interposed, respectively, in said pipe sections, a means for controlling passages establishing connections between said high pressure heat accumulator and said steam engine and compressor, another means for controlling the same passages between said low pressure heat accumulator and said steam engine and compressor, said means having each a member adapted to control all passages required for the appurtenant accumulator and a common actuating means for the controlling means to change the connections between the accumulators, the steam engine, and the compressor so that the system may carry out a non-operating, filling, charging or braking requirement.

3. A power producing system comprising a steam engine, a compressor to re-compress the exhaust steam of said engine, an internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, a high pressure heat accumulator and a low pressure heat accumulator interposed, respectively, in said pipe sections, means for controlling in consecutive order passages es tablishing connections between said accumuators and said steam engine and compressor, and a common actuating means for said controlling means to change the connections between the accumulators, the steam engine, and the compressor so, that the system may carry out a non-operating, filling, charging or braking requirement.

4:. A power producing system comprising a steam engine, a compressor to re-compress the exhaust steam of said engine, an internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, a high pressure heat accumulator and a low pressure heat accumulator interposed, respectively, in

said pipe sections, a means for controlling in consecutive order passages establishing connections between said high pressure heat accumulator and said steam engine and compressor, another means for controlling in consecutive order the same passages between said low pressure heat accumulator and said steam engine and compressor, said two means having each a member adapted to control all passages required for the appurte nant accumulator and a common actuating means for the controlling means to change the connections between the accumulators, the steam engine, and the compressor so that the system may carry out a non-operating, filling, charging or braking requirement 5. A power producing system comprising a steam engine, a compressor to re-compress the exhaust steam of said engine, an internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, a high pressure heat accumulator and a low pressure heat accumulator interposed, respectively, in said pipe sections, means for controlling in consecutive order passages establishing connections between said accumulators and said steam engine and compressor for rest and forward run of the steam engine, and for establishing a connection between said parts for braking the engine and recuperating the braking energy, said means having a common actuating means.

' 6. A power producing system comprising a steam engine, a compressor to re-compress the exhaust steam of said engine, an internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, a high pressure heat accumulator and a low pressure heat accumulator interposed, respectively, in said pipe sections, means for controlling in consecutive order passages establishing connections between said accumulators and said steam engine and compressor for rest and forward run of the steam engine, and for establishing, a connection between said parts for braking the engine and recuperating the braking energy, said means having each a member adapted to control all passages required for the appurtenant accumulator and a common actuating means for the controlling means.

7. A power producing system comprising a steam engine, a compressor to re-compress the exhaust steam of said engine, an internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, a high pressure heat accumulator and a low pressure heat accumulator interposed,respectively, in said pipe sections, means for controlling in consecutive order passages establishing connections between said accumulators and said steam engine for rest and forward run of the steam engine, and for establishing a conncction between said parts for filling the system with starting steam, said means having each a member adapted to control all passages required for the appurtenant accumulator and a common actuating means for the controlling means.

8. A power producing system comprising a steam engine, a compressor to re-conipress the exhaust steam of said engine, an internal combustion engine adapted to actuate said compressor, pipes connecting said compressor with said steam engine, a high pressure heat accumulator and a low pressure heat accumulator interposed, respectively, in said pipe sections, means for controlling passages establishing connections between said accumulators and said steam engine and compressor, a common actuatlng means for said controlling means, said controlling means comprising a main valve, sub-valves co-operating therewith, cam gears and operative connection between them and said actuating means and said subevalves to change the connections between the accumulators, the steam engine, and the compressor so that the system may carry outca non-operating, filling, charging or braking requirement. V

In testimony whereof signature. 7 I

BERNHARD SCHOTTELIUS.

I ha e afiixed my 

